Mass transit vehicle

ABSTRACT

A mass transit vehicle includes one or a combination of the following: floor portions that are angled for creating an incline of a floor of the buss; a door or entranceway that is angle relative to a fore-aft axis of the vehicle; and/or an entranceway that opens a relatively low height relative to the ground.

CLAIM OF BENEFIT OF FILING DATE

The present application is a continuation in part of and claims thebenefit of the filing date of U.S. application Ser. No. 12/243,222,filed Oct. 1, 2008; which claims the benefit of U.S. Provisionalapplication Ser. No. 60/976,957, filed Oct. 2, 2007, and U.S.Provisional application Ser. No. 60/989,188, filed Nov. 20, 2007, allincorporated by reference herein.

TECHNICAL FIELD

The present invention generally relates to an improved mass transitvehicle (e.g., a bus, a multi-passenger recreation vehicle, a train, orthe like) and methods of forming that vehicle.

BACKGROUND OF THE INVENTION

Manufacture of mass transit vehicles and particularly busses can beproblematic since there are numerous considerations involved whendesigning such a vehicle. Passenger comfort is one consideration.Passenger capacity, particularly the amount of seating or passengerlocations, on a bus is another consideration. Accessibility for handicapindividuals and others is yet another consideration.

In addition to these general considerations, specific regulations havebeen created by government entities requiring busses to have certaincharacteristics. For example, certain requirements for dimensions forbus entrances have been developed as well as requirements for providingaccessibility to the bus. These regulations or requirements in the U.S.,specifically in regards to accessibility guidelines for vehicles, arecodified at 36 CFR Part 1192 as amended through September 1998, whichare expressly incorporated herein by reference for all purposes and areat least partially summarized below.

In view of the above, the present invention is directed toward a busthat improves upon one or more of the bus design considerations and/orabides by one or more of the aforementioned bus or mass transitregulations.

SUMMARY OF THE INVENTION

The present invention solves one or more of the above problems byproviding improved bus design and methods that facilitate for providingaccessibility to the vehicle, especially for use by handicappedindividuals and being at least compliant to in part to 36 CFR Part 1192as amended through September 1998, particularly Subpart B Sections1192.21, 1192.23, and 1192.25.

Accordingly, pursuant to one aspect of the present invention, there iscontemplated a mass transit vehicle, having a drive motor, a drivetransmission, suspension system, a body structure that may include atleast one passenger entranceway, and at least four tires mounted on atleast four wheels mounted on at least two on a front and at least two,on, a rear axle respectively, the mass transit vehicle having a frameassembly adapted for supporting the body structure, the drive motor, thedrive transmission, and the suspension system, wherein the frameassembly may include a variable sectional height; the body structure mayinclude a driver portion disposed forward of a passenger portion whereinthe at least one passenger entranceway can be located in the passengerportion and the passenger portion having a floor having one, two, three,or more panel portions disposed at an angle to form an incline, thepassenger entranceway may be defined by a door frame with a lowerportion disposed as an angle relative to a for/aft axis of the bus andthe lower portion of the passenger entranceway disposed no greater thanabout 12 inches (33.0 cm) from a flat surface upon which the wheels ofthe mass transit vehicle are disposed; the drive motor connected to thedrive transmission, both may be disposed substantially near a front endof the vehicle and disposed at a drive angle, for transmitting drivepower the rear axle via a drive shaft that is substantially unitary,wherein “unitary” for the purposes of this invention includesmulti-piece shafts but do not include transmission shafts with adrop-box; the suspension system connected to the body structure and theframe assembly adapted to raise and lower the body structure, the drivemotor and the drive transmission vertically relative to the flat surfaceupon which the wheels of the mass transit vehicle are disposed; and adeployable ramp connectively disposed at the lower portion of thepassenger entranceway that may be adapted to provide an access pathwayfrom at least the flat surface upon which the wheels of the bus aredisposed to the floor of the passenger portion.

The invention may be further characterized by one or any combination ofthe features described herein, such as the variable sectional height ofthe frame assembly may be disposed lower at the back of the driverportion or front of passenger portion to clear the deployable ramp. Theangle relative to a for/aft axis of the mass transit vehicle of thepassenger entranceway may be at least greater than about 5° and lessthan about 30°. The drive angle of the drive motor and the drivetransmission may be at least about 3.0° and less than about 6.5° in adownward direction from the front to the rear of the mass transitvehicle relative to the flat surface upon which the wheels of the masstransit vehicle are disposed thereto. In one embodiment, the suspensionsystem can move vertically a distance relative to the flat surface atleast greater than about 2.75 inches (7.0 cm) and less than about 5inches (14.0 cm). The mass transit vehicle can have a wheelbase of atleast greater than about 135 inches (345 cm) and less than about 260inches (660 cm). The drive shaft may be a minimum distance of about 10inches (26.0 cm) from the flat surface upon which the wheels of the masstransit vehicle are disposed thereto and at least about 0.4 inches (1.0cm) below a bottom side of the floor. The deployable ramp, in a deployedposition, may have a ramp angle no greater than about 14° relative tothe flat surface upon which the wheels of the mass transit vehicle aredisposed thereto and the deployable ramp in the deployed position can beat least about 3 feet (1.0 m) to about 8 feet (2.5 m) in length. It isunderstood that the vehicle can have any combination of these featuresand that none of the features are required unless otherwise stated.

Accordingly, pursuant to another aspect of the present invention, thereis contemplated a mass transit vehicle with a wheelbase of at leastgreater than about 135 inches (345 cm) and less than about 780 inches(1980 cm), having a drive motor, a drive transmission, suspensionsystem, a body structure including at least one passenger entrancewayand at least four tires mounted on at least four wheels mounted on atleast two on a front and at least two on a rear axle respectively, themass transit vehicle may include a frame assembly adapted for supportingthe body structure, the drive motor, the drive transmission and thesuspension system, wherein the frame assembly may include a variablesectional height; the body structure may include a driver portiondisposed forward of a passenger portion wherein the at least onepassenger entranceway may be located in the passenger portion and thepassenger portion may include a floor having one, two, three or morepanel portions disposed at angle to form an incline, the passengerentranceway may be defined by a door frame with a lower portion disposedas an angle of at least about 5° relative to a for/aft axis of the busand the lower portion of the passenger entranceway disposed no greaterthan about 14 inches (35.5 cm) from a flat surface upon which the wheelsof the mass transit vehicle are disposed; the drive motor connected tothe drive transmission, both may be disposed substantially near a frontend of the vehicle and may be disposed at a drive angle of at leastabout 3.0° in a downward direction from the front to the rear of themass transit vehicle relative to the flat surface upon which the wheelsof the mass transit vehicle are disposed thereto, for transmitting drivepower to the rear axle via a drive shaft that may be substantiallyunitary; the suspension system may be connected to the body structureand the frame assembly adapted to raise and lower the body structure,the drive motor and the drive transmission vertically a distance of atleast about 0.4 inches (7.0 cm) relative to the flat surface upon whichthe wheels of the mass transit vehicle are disposed; and a deployableramp connectively disposed at the lower portion of the passengerentranceway can be adapted to provide an access pathway from at leastthe flat surface upon which the wheels of the bus are disposed to thefloor of the passenger portion, wherein the deployable ramp in adeployed position may have a ramp angle no greater than about 14°relative to the flat surface upon which the wheels of the mass transitvehicle are disposed thereto.

Accordingly, pursuant to another aspect of the present invention, thereis contemplated a mass transit vehicle, having at least four tires,mounted on at least four wheels, at least two mounted on a front axle,and at least two on a rear axle respectively, the mass transit vehicleincluding: a frame assembly adapted for supporting a body structureincluding at least one passenger entranceway, wherein the frame assemblyincludes a variable sectional height; the body structure including adriver portion disposed forward of a passenger portion wherein the atleast one passenger entranceway is located in the driver portion and thedriver portion and the passenger portion includes a floor having one,two, three, or more panel portions disposed at an angle to form anincline, the passenger entranceway defined by a door frame with a lowerportion disposed at an angle relative to a fore/aft axis of the masstransit vehicle and the lower portion of the passenger entrancewaydisposed no greater than 35.5 cm from a flat surface, when the wheels ofthe mass transit vehicle are disposed upon the flat surface; a drivemotor connected to a drive transmission, both at least partiallysupported by the frame assembly disposed substantially near a rear endof the vehicle and disposed at a drive angle, for transmitting power tothe rear axle via a drive shaft that is substantially unitary; asuspension system connected to the body structure and the frameassembly; and a deployable ramp connectively disposed at the lowerportion of the passenger entranceway adapted to provide an accesspathway from at least the flat surface upon which the wheels of the masstransit vehicle are disposed to the floor of the passenger portion.

The invention may be further characterized by one or any combination ofthe features described herein, such as the variable sectional height ofthe frame assembly is disposed lower at the back of the driver portionor front of the passenger portion to clear the deployable ramp; theangle relative to a fore/aft axis of the mass transit vehicle of thepassenger entranceway is at least greater than about 5° and less thanabout 30°; the drive motor includes a hybrid system; the suspensionsystem is adapted to raise and lower the body structure, the drive motorand the drive transmission vertically relative to the flat surface uponwhich the wheels of the mass transit vehicle are disposed; the masstransit vehicle has a wheelbase of at least greater than about 670 cmand less than about 1200 cm; the drive shaft is a minimum distance ofabout 26 cm from the flat surface upon which the wheels of the masstransit vehicle are disposed thereto and at least about 1 cm below abottom side of the floor; the deployable ramp in a deployed positionhaving a ramp angle no greater than about 14° relative to the flatsurface upon which the wheels of the mass transit vehicle are disposedthereto; the deployable ramp in the deployed position is at least about1.0 m to about 2.5 m in length; the angle to form an incline of thepassenger portion floor is individually less than about 4.7° from theflat surface in any of the one, two, three, or more panel portionsrespectively.

Accordingly, pursuant to another aspect of the present invention, thereis contemplated a mass transit vehicle with a wheelbase of at leastgreater than about 670 cm and less than about 1200 cm, having at leastfour tires mounted on at least four wheels, at least two mounted on afront axle and at least two on a rear axle respectively, the masstransit vehicle including: a frame assembly adapted for supporting abody structure including at least one passenger entranceway, wherein theframe assembly includes a variable sectional height; the body structureincluding a driver portion disposed forward of a passenger portionwherein the at least one passenger entranceway is located in the driverportion and the driver portion and passenger portion includes a floorhaving one, two, three or more panel portions disposed at angle to forman incline, the passenger entranceway defined by a door frame with alower portion disposed as an angle of at least about 0° relative to afore/aft axis of the mass transit vehicle and the lower portion of thepassenger entranceway disposed no greater than about 35.5 cm from a flatsurface upon which the wheels of the mass transit vehicle are disposed;a drive motor connected to a drive transmission, both at least partiallysupported by the frame assembly disposed substantially near a rear endof the vehicle for transmitting power the rear axle via a drive shaft; asuspension system connected to the body structure and the frameassembly, the suspension system adapted to raise and lower the bodystructure, the drive motor and the drive transmission vertically adistance of at least about 7.0 cm relative to the flat surface uponwhich the wheels of the mass transit vehicle are disposed; and adeployable ramp connectively disposed at the lower portion of thepassenger entranceway adapted to provide an access pathway from at leastthe flat surface upon which the wheels of the mass transit vehicle aredisposed to the floor of the passenger portion, wherein the deployableramp in a deployed position having a ramp angle no greater than about14° relative to the flat surface upon which the wheels of the masstransit vehicle are disposed thereto.

BRIEF DESCRIPTION OF THE DRAWING

The features and inventive aspects of the present invention will becomemore apparent upon reading the following detailed description, claims,and drawings, of which the following is a brief description:

FIG. 1 is a diagram of an exemplary bus in accordance with an aspect ofthe present invention;

FIG. 2 illustrates a perspective cut-away view of an exemplary bus inaccordance with an aspect of the present invention;

FIG. 3 illustrates a side view of an exemplary bus in accordance with anaspect of the present invention;

FIG. 4 illustrates a perspective view of an exemplary underbody adjacentan entranceway of an exemplary bus in accordance with an aspect of thepresent invention;

FIG. 5 illustrates a top cut away view of an exemplary bus in accordancewith an aspect of the present invention;

FIG. 6 illustrates a perspective view of an exemplary underbody showingan exemplary suspension lift in the raised position in accordance withan aspect of the present invention;

FIG. 7 illustrates a perspective view of an exemplary underbody showingan exemplary suspension lift in the lowered position in accordance withan aspect of the present invention;

FIG. 8 illustrates a side cut away view of an exemplary bus through thedoor in, accordance with an aspect of the present invention;

FIG. 9 illustrates a side view of an exemplary floor and rear wheel inaccordance with an aspect of the present invention;

FIG. 10 illustrates a side cut away view of another exemplary busthrough the door in accordance with an aspect of the present invention;

FIG. 11 illustrates a side view of another exemplary floor and rearwheel in accordance with an aspect of the present invention;

FIG. 12 illustrates a diagram of another exemplary bus in accordancewith an aspect of the present invention;

FIG. 13 illustrates a top cut away view of another exemplary bus inaccordance with an aspect of the present invention

DETAILED DESCRIPTION

The present invention is predicated upon the provision of one or moreassemblies, features or the like to a mass transit vehicle for allowingthe vehicle to exhibit one or more desirable characteristics such asgreater passenger capacity, handicap accessibility, lower cost,combinations thereof or the like. While it is contemplated that theassemblies or features can be applied to various different mass transitvehicles (e.g., trains or a multi-passenger recreation vehicle), theassemblies or features, either alone or in combination, have been foundto be particularly useful for busses. As used herein, the term bus isintended to mean a vehicle having at least four wheels and a seatingcapacity of at least 8, more typically at least 10, even more typicallyat least 12, 14 or more. The one or more assemblies and/or features ofthe bus can include 1, 2, 3, 4 or more of the following:

-   -   1) a passenger entrance door that is disposed at an angle of        between about 0° and about 80° relative to a fore-aft axis of        the bus, preferably between about 5° and 45°, and most        preferably between about 5° and 30°;    -   2) a floor that includes one, two, three, or more portions that        are inclined (e.g., disposed at an angle) as they span from the        front of the bus to the rear of the bus;    -   3) a frame that has one or more raised portions 100, lowered        portions 102, thinned portions 104, or a combination thereof for        accommodating the dimensions and/or design of the body of the        bus, for example: a frame drop or thinned frame height for        accommodating the slope of the entrance and/or a frame raise        and/or drop for accommodating the rear wheels 106 of the bus;    -   4) a floor of the entry of the bus that is relatively low;    -   5) a suspension for rearward wheels of the bus that is shortened        in height for accommodating the dimension of the bus (e.g., the        bus floor);    -   6) a suspension system adapted to raise and lower the frame to        allow both for proper drive height or ground clearance and a low        passenger entrance height;    -   7) openings (e.g., through-holes) in the bus floor that have        metal panel material located therein such that the opening can        accommodate component of the underbody of the bus; (see        reference numerals 110, 112)    -   8) a sloped entrance portion for accommodating a ramp, lowering        the entranceway or both;    -   9) an angled transmission that is angled downwardly as it moves        from the front of the bus to the rear of the bus with drive        shaft that is substantially unitary, wherein “unitary” for the        purposes of the preferred embodiment of this invention includes        multi-piece shafts but does not include transmission systems        with a drop-box, although utilizing a drop box in the        transmission system is contemplated although not preferred; (see        reference numerals 120, 122)    -   10) a rear “pusher” motor/transmission;    -   11) a hybrid drive motor including a controller and energy        storage system;    -   12) additional floor supports; and/or    -   13) frame portions having relative additional width to relative        lesser height for accommodating dimension of the bus.

Floor

As one feature or aspect, the bus can have a floor that includes one,two three or more portions, particularly panel portions that aredisposed at one or more angles such that the floor of a passengerportion or the bus is inclined upwardly from a forward area of the busto a rearward area of the bus. With reference to the FIGS. 1-3, a bus 10is illustrated to include a passenger portion 12 having a first panelportion 14, a second panel portion 16, and a third panel portion 18 allof which cooperatively create an incline from a forward area 22 of thebus 10 to a rearward area 24 of the bus 10.

For creating the incline, the one or more panel portions of the floorare disposed at angles. The angles are taken for a bus with all wheels(fully inflated) disposed upon on a flat surface and the angles arerelative to that flat surface. Moreover, the angles are taken for eithera top surface, bottom surface or both of the panel portions relative tothe flat surface. In the embodiment shown, the first panel portion 14,and particularly a top surface 30, a bottom surface 32 or both of thefirst panel portion 14 is typically at an angle 36 of at least about0.8°, more typically at least about 1°, and even more typically at leastabout 1.5° or 1.8° relative to a flat surface upon which the bus isdisposed. Also the angle 36 is typically less than 5°, more typicallyless than 3°, and even more typically less than 2.5° or 2.2° relative tothe flat surface upon which the bus is disposed. In the embodimentshown, the second panel portion 16, and particularly a top surface 30, abottom surface 32 or both of the second panel portion 16 is at an angle38 of at least about 1.5°, more typically at least about 2.5°, and evenmore typically at least about 3.5° or 3.8° relative to the flat surfaceupon which the bus is disposed. Also, the angle 38 is typically lessthan about 7°, more typically less than about 5.5°, and even moretypically less than about 4.5° or 4.2° relative to the flat surface uponwhich the bus is disposed. In the embodiment shown, the third panelportion 18, and particularly a top surface 30, a bottom surface 32 orboth of the third panel portion 18 is at an angle 40 of at least about0.8°, more typically at least about 1°, and even more typically at leastabout 1.5° or 1.8° relative to a flat surface upon which the bus isdisposed. Also, the angle 40 is typically less than 5°, more typicallyless than 3°, and even more typically less than 2.5° or 2.2° relative tothe flat surface upon which the bus is disposed.

The angles of the portions of the bus preferably create an incline suchthat the floor (i.e., the top or bottom surface) of the bus at theforward area of the bus is lower than the floor of the bus at therearward area of the bus relative to the flat surface upon which the busis disposed. Typically, the floor at the forward area 22 of the bus isless than about 95%, more typically less than 90% and even possibly lessthan about 85%, 80%, or 50% as high as the floor of the rearward area 24of the bus. It is also typical for the distance between the forward area22 of the bus and the rearward area 24 of the bus to be at least about10 feet (300 cm), more typically at least about 13 feet (400 cm), andeven possibly at least about 15 to 17 feet (460 cm to 520 cm). It iscontemplated that in another embodiment, the distance between theforward area 22 of the bus and the rearward area 24 of the bus to be atleast about 17 to 40 feet (460 cm to 1200 cm). The distance between theforward area and the rearward area is typically less than about 35 feet(1050 cm), more typically less than about 30 feet (900 cm) and evenpossibly less than about 25 feet (750 cm). It is contemplated that inanother embodiment, the distance between the forward area and therearward area is typically less than about 30 feet (900 cm), moretypically less than about 21 feet (640 cm) and even possibly less thanabout 19 or 17 feet (580 or 520 cm).

Any one, two or three of the first panel portion, the second paneland/or the third panel portion each are angled along and/or extend alonga percentage of the distance between the forward and rearward portion.That percentage is typically at least about 10%, more typically at leastabout 20% and even possibly at least about 30% of the distance. Thatpercentage is typically less than about 50%, more typically less thanabout 40% and even possibly less than about 35% of the distance.

Although illustrated with three panel portions, it will be understoodthat the floor may be divide into fewer portions or more portions withthe given angles to create the incline.

Entrance Angle

An additional feature of the bus of the present invention is to have thedoor disposed at an angle relative to the fore-aft axis of the bus. Ascan be seen in the FIG. 5, a fore-aft axis (A) extends along a length(L) of the bus. The passenger entranceway 50 to the bus 10 includes aframe 52. Such frame 52 typically defines an opening into which the busdoor 54 is fit. When the door 54 is in a closed position, it istypically substantially planar or lies substantially within a plane. Ina preferred embodiment, the bus door 54, the plane in which the doorlies or both are disposed at an angle 64 relative to the fore-aft axis(A) of the bus 10. Preferably, the angle 64 lies in or opens is a planethat is substantially or entirely perfectly horizontal, is substantiallyor entirely perfectly parallel to the flat surface upon which the wheelsof the bus are disposed, is substantially or entirely perpendicular tothe plane in which the door lies or any combination thereof. The angle64 is typically at least about 5° (although it could be 0°, particularlyin the longer length vehicles), more typically at least about 10°, andpossibly at least about 15° or 20°. The angle 64 is also typically lessthan about 70°, more typically less than about 45° and even possiblyless than about 30° or 20°.

The overall length (L) of the bus (e.g., from front bumper periphery torear bumper periphery) is typically at least about 15 feet (450 cm),more typically at least about 19 feet (580 cm) and even possibly atleast about 22 feet (670 cm). The length (L) is also typically less thanabout 40 feet (1220 cm), more typically less than about 30 feet (915 cm)and even possibly less than about 27 feet (823 cm). Length of thesevehicles may also be typically defined in terms wheel base (e.g.distance between the centers of the front and rear axles). The typicalwheel bases for these vehicles may be greater than about 135 inches (345cm) and less than about 260 inches (660 cm), although the presentinvention contemplates even wheel bases of greater length (e.g. about670 cm to about 1200 cm).

It is also contemplated that the passenger entranceway 50 of the bus 10can include a ramp assembly 126 such that a ramp can be extendedoutwardly from the passenger entranceway 50 of the bus 10. Such a rampassembly 126 may be manual, automatic, or a combination thereof and maybe powered by a hydraulic system, and electrical system or a combinationthereof.

As an additional or alternative feature, a lowest portion 70 of thepassenger entranceway 50 is relatively close to the flat surface uponwhich the wheels of the bus are disposed when the bus is disposed onsuch a flat surface. Typically, the lowest portion 70 is less than about25 inches (63.5 cm), more typically less than about 18 inches (45 cm)and even possible less than about 16, 13, or 11 inches (40, 33 or 28 cm)from the surface. Typically the lowest portion 70 is greater than 4inches (10 cm), more typically greater than about 8 inches (20 cm) andeven possibly greater than 9 or 10 inches (22 or 25 cm) from thesurface. These distances can be accomplished by virtue of the variousfeatures described herein. Moreover, it may be the case that suchdistances are accomplished using a movable suspension lift system asdescribed below.

As an additional or alternative aspect, the bus can have a desirednumber of dedicated seats, seating locations or a combination thereof.As used herein, a dedicated seat is a seat designed for one adultindividual and a seating location is a seat or location on the busdesigned for one handicapped person (e.g., an individual in awheelchair. It is contemplated that a bus according to the presentinvention can have dedicated seats, seating locations or a combinationthereof sufficient for at least ten individuals, at least fourteenindividuals, at least eighteen individual or at least twenty-twoindividuals. The bus can also have dedicated seats, seating locations ora combination thereof sufficient for less than forty individual, lessthan thirty individuals, less than twenty-five individual or less thantwenty individuals. Of course, the bus can have higher or lower numberof dedicated seats or seating locations, unless otherwise specified.

Transmission System

As an additional or alternative aspect, the bus can have a transmissionsystem that essentially transmits the rotary drive motion from theengine to the rear axle via a drive shaft. In a preferred embodiment,this transmission system is essentially direct (e.g. via a unitarymulti-piece shaft), but in some instances the use of a drop-box system(e.g. a system to vertically drop the drive motion via gearing orchains) to lower the drive shaft is contemplated. An exemplary drop-boxsystem can be found in U.S. Pat. No. 6,702,057 incorporated herein byreference for all purposes.

It is also contemplated that at an output point of the transmission tothe drive shaft should be at a height of no greater than about 18 inches(45 mm) above a support plane of the wheels (e.g. the centerline of thewheels) when being driven or at about 14 inches (35 mm) when the vehicleis kneeled or in the lowered position.

In another preferred aspect of the present invention, relevant to thedrive engine and transmission vertical position, an independent frontsuspension like a short-long-arm (“SLA”) which permits a lower engineposition in the chassis may be used. Other systems, such as a solidfront axle or twin beam system, common in Ford vehicles of this classand type, are contemplated, although this may force the engine upseveral inches and may preclude a direct connection of the drive shaftto the transmission without the use of a drop box or transfer case.Additionally, as the buses get larger, with longer wheelbases, the buscould be built on a medium duty chassis with a solid beam front axle anda drop box to lower the drive line, also a rear engine version iscontemplated.

In another preferred aspect of the present invention, relevant to thedrive engine and transmission vertical position, a solid rear axle maybe utilized. Other known systems, such as multi-piece rear axles with adifferential, are contemplated to allow for a lower vertical position ofthe drive shaft. One such system is taught in U.S. Pat. No. 6,039,351incorporated herein by reference for all purposes.

In yet another preferred aspect of the present invention, a solid frontaxle may be used instead of the independent suspension.

Movable Suspension Lift System

As an additional or alternative aspect, the bus can have a suspensionsystem connected to the body structure and the frame assembly adapted toraise and lower at least the entrance of the vehicle, but preferably toraise and lower the body structure, the drive motor and the drivetransmission vertically relative to the flat surface upon which thewheels of the mass transit vehicle are disposed. At least in oneembodiment, the movable suspension lift system moves the lowest portionof the entranceway to the previously discussed desired distances from aflat surface upon which the vehicle is disposed. It is contemplated thatthis movable suspension can be accomplished in any number of ways knownto one skilled in the art (e.g. direct pneumatic lift cylinders, directhydraulic lift cylinders, two-bar lift systems, four-bar lift systems,airbag lifts, or the like). In a preferred embodiment, the suspensionmay include an airbag lift mechanism 124, as exemplarily shown in FIG. 7in the raised position and in FIG. 6 in the lowered or kneelingposition, that is pneumatically actuated to lower the vehicle from amaximum position (e.g. driving position with maximum ground clearance tothe frame) to a minimum position (e.g. passenger loading position withminimum ground clearance to the frame). Preferably the movable range ofthe suspension system is at least about 2 inches (5 cm), more preferablyat least about 3 inches (7.5 cm) and most preferably at least about 4inches (10 cm) or more.

Solid Rear Axle Example

In an exemplary illustration, shown in FIGS. 8-9, a range of values(+/−10%) may be calculated for a number of vehicle packaging variablesthat may be of interest so that the vehicle can meet the handicappedaccessibility requirements or other goals described for the presentinvention. These variables may include such as: the height of the floorof the vehicle at different fore-aft positions (e.g. rear axle regionand near the driver/passenger portion interface region), the lengthand/or angles of panel portions, door height when vehicle is in alowered position, and vehicle drive and/or transmission components.These variables may be solved by using the following formulas:MFHBC=ETH+[VW/2]*TAN(⊖SR)LIR=WB−FWCLBC−LZMFHRA_(B)=MFHBC+LIR*TAN(⊖1)+LZ*TAN(⊖2)MFHRA_(C)=SLR+[ØDIFF/2]+KCLRA+FTMFHRA_(B)≧MFHRA_(C)

Wherein the terms are defined as follows:

-   -   WB=Vehicle Wheelbase    -   VW=Vehicle Width    -   SLR=Tire Static Load Radius    -   ØDIFF=Diameter of Rear Axle Differential Bowl    -   ØDIS/S=Diameter of Driveshaft    -   ETH=Body entrance Threshold Height, Vehicle in lowered        position—“Kneeled” (lowest portion of the passenger entranceway)    -   ⊖SR=Stowed ramp angle    -   FWCLBC=Front Wheel Centerline to Back of Driver Portion    -   LAR=Length of Rear Axle Region (Floor Panel Portion)    -   LIR=WB−FWCLBC−LZ    -   FT=Floor Thickness    -   KCLDS=Kneeled Clearance, Floor to Drive Shaft    -   KCLRA=Kneeled Clearance, Floor to Rear Axel Housing    -   ⊖1=Side View Angle of Intermediate Region Floor (Floor Panel        Portion)    -   ⊖2=Side View Angle of Rear Axle Region Floor (Floor Panel        Portion)    -   MFHBC=Minimum Floor Height at Back of Driver Portion, Kneeled    -   MFHRA=Minimum Floor Height at Rear Axle Centerline, Kneeled    -   DSO—Drive Shaft Offset from Vehicle Centerline    -   DSCLG=Drive Shaft Centerline to Ground, Kneeled    -   MFHRA_(B)=Minimum Floor Height based upon a set floor height,        Rear Axle Region    -   MFHRA_(C)=Minimum Floor Height based upon a set chassis height,        Rear Axle Region

Rear Engine Example

It is contemplated that the chassis on which the present invention isbased is a rear engine or pusher chassis, for example as illustrated inFIGS. 10-13. It may be a stripped chassis and may require theconstruction of a complete body including the driver portion. In thisversion the angled floor as described above may be used to again providean uninterrupted floor in the passenger area. It is contemplated thatthe floor would be continuous from the passenger entranceway 50 to therear of the bus and complies with the same formula described above. Inthis example, the passenger entranceway 50 may be forward of the frontwheels (and in the driver portion). The height at the rear may begreater than that of a shorter buss (e.g. less than about 24 feet) as itwould need to clear at least any structure over the rear axle and couldpotentially be increased to clear the rear mounted engine. However, itis contemplated that in certain cases, the floor may not be able toclear the engine, depending upon the height of the engine. Preferably,the passenger door entrance, the floor height, slope and connection fromfront to rear will follow the same criteria as described above, but mayby nature dictate that the rear engine version be longer to meet these.

It is contemplated that this rear engine example may have capability ofmore seating positions because of the uninterrupted passenger floor. Itis believed that current low floor products require steps to transitionfrom the low front area of the bus to the high rear area over theengine. For the same length bus, the present invention could have 4-8more seats.

The present invention could also provide storage area under thepassenger floor within the wheelbase while still complying with ADAcriteria. It is believed that current high floor touring buses providemore storage under the floor but can only comply with ADA through use ofa lift.

It is also contemplated that the present invention could provide aunique and simple way to incorporate hybrid drive systems, by connectingdirectly to the rear axle. The engine/transmission would power the busthe same as any current rear engine or pusher bus. The difference wouldbe that the rear axle would have an input yoke on both the rear side andthe front side of the differential. The second axle may be driven byattaching a short shaft to the back of the forward axle to drive thesecond axle. It is contemplated that the present invention may use thistype of axle to permit a parallel hybrid system to be attached to therear axle. This type of package may be possible because the floor slantsfrom the rear to the front and provides space underneath and between theaxles to package not only the hybrid drive motor but also the controllerand energy storage system. The energy storage could be eitherultra-capacitors or any type of battery pack. It is contemplated that byconnecting a hybrid system in this manner it may permit completeseparation of the 2 power sources and allow continued operation shouldeither system fail.

In this example, the storage area below the passenger floor and withinthe wheelbase may also provides room for package of alternate andconventional fuel storage, lowering the center of gravity. It isbelieved that alternate fuel storage such as Compressed Natural Gas, oncurrent rear engine low floor buses must be located on the roof of thevehicle. This has the disadvantage of raising the overall Center ofGravity of the vehicle.

U.S. Handicap Accessibility Requirements

The features discussed herein, alone or in any combination, can assist avehicle in abiding by one or any combination of the regulationsdiscussed below. Of particular significance for such assistance is atleast one or any combination of: the movable suspension lift system(e.g. level-change mechanism), the floor angles, door frame height andthe ramp system (e.g. boarding device) disclosed herein that enables thepresent invention to meet and/or exceed at least part of the belowrequirements (which are excepts taken from 36 CFR Part 1192 as amendedthrough. September 1998):

Subpart B-Buses, Vans and Systems

§1192.21 General.

(a) New, used or remanufactured buses and vans (except over-the-roadbuses covered by subpart G of this part), to be considered accessible byregulations issued by the Department of Transportation in 49 CFR part37, shall comply with the applicable provisions of this subpart.

(b) If portions of the vehicle are modified in a way that affects orcould affect accessibility, each such portion shall comply, to theextent practicable, with the applicable provisions of this subpart. Thisprovision does not require that inaccessible buses be retrofitted withlifts, ramps or other boarding devices.

§1192.23 Mobility Aid Accessibility.

(a) General. All vehicles covered by this subpart shall provide alevel-change mechanism or boarding device (e.g., lift or ramp) complyingwith paragraph (b) or (c); of this section and sufficient clearances topermit a wheelchair or other mobility aid user to reach a securementlocation. At least two securement locations and devices, complying withparagraph (d) of this section, shall be provided on vehicles in excessof 22 feet in length; at least one securement location and device,complying with paragraph (d) of this section, shall be provided onvehicles 22 feet in length or less.

(5) Slope. Ramps shall have the least slope practicable and shall notexceed 1:4 when deployed to ground level. If the height of the vehiclefloor from which the ramp is deployed is 3 inches or less above a 6-inchcurb, a maximum slope of 1:4 is permitted; if the height of the vehiclefloor from which the ramp is deployed is 6 inches or less, but greaterthan 3 inches, above a 6-inch curb, a maximum slope of 1:6 is permitted;if the height of the vehicle floor from which the ramp is deployed is 9inches or less, but greater than 6 inches, above a 6-inch curb, amaximum slope of 1:8 is permitted; if the height of the vehicle floorfrom which the ramp is deployed is greater than 9 inches above a 6-inchcurb, a slope of 1:12 shall be achieved. Folding or telescoping rampsare permitted provided they meet all structural requirements of thissection.

§1192.25 Doors, Steps and Thresholds.

(c) Door height. For vehicles in excess of 22 feet in length, theoverhead clearance between the top of the door opening and the raisedlift platform, or highest point of a ramp, shall be a minimum of 68inches. For vehicles of 22 feet in length or less, the overheadclearance between the top of the door opening and the raised liftplatform, or highest point of a ramp, shall be a minimum of 56 inches.

It is to be understood that the features of the present invention canassist a vehicle in abiding by these regulations; however, a vehicleneed not abide by these regulations unless otherwise specificallystated.

Unless stated otherwise, dimensions and geometries of the variousstructures depicted herein are not intended to be restrictive of theinvention, and other dimensions or geometries are possible. Pluralstructural components can be provided by a single integrated structure.Alternatively, a single integrated structure might be divided intoseparate plural components. In addition, while a feature of the presentinvention may have been described in the context of only one of theillustrated embodiments, such feature may be combined with one or moreother features of other embodiments, for any given application. It willalso be appreciated from the above that the fabrication of the uniquestructures herein and the operation thereof also constitute methods inaccordance with the present invention.

The preferred embodiment of the present invention has been disclosed. Aperson of ordinary skill in the art would realize however, that certainmodifications would come within the teachings of this invention.Therefore, the following claims should be studied to determine the truescope and content of the invention.

The following discussion applies to the teachings as a whole. Unlessotherwise stated, all ranges include both endpoints and all numbersbetween the endpoints. The use of “about” or “approximately” inconnection with a range applies to both ends of the range. Thus, “about20 to 30” is intended to cover “about 20 to about 30”, inclusive of atleast the specified endpoints.

The disclosures of all articles and references, including patentapplications and publications, are incorporated by reference for allpurposes. References to the term “consisting essentially of” to describea combination shall include the elements, ingredients, components orsteps identified, and such other elements ingredients, components orsteps that do not materially affect the basic and novel characteristicsof the combination. The use of the terms “comprising” or “including” todescribe combinations of elements, ingredients, components or stepsherein also contemplates embodiments that consist essentially of theelements, ingredients, components or steps.

Plural elements, ingredients, components or steps can be provided by asingle integrated element, ingredient, component or step. Alternatively,a single integrated element, ingredient, component or step might bedivided into separate plural elements, ingredients, components or steps.The disclosure of “a” or “one” to describe an element, ingredient,component or step is not intended to foreclose additional elements,ingredients, components or steps. Likewise, any reference to “first” or“second” items is not intended to foreclose additional items (e.g.,third, fourth, or more items); such additional items are alsocontemplated, unless otherwise stated.

It is understood that the above description is intended to beillustrative and not restrictive. Many embodiments as well as manyapplications besides the examples provided will be apparent to those ofskill in the art upon reading the above description. It is furtherintended that any combination of the features of different aspects orembodiments of the invention may be combined. The scope of the inventionshould, therefore, be determined not with reference to the abovedescription, but should instead be determined with reference to theappended claims, along with the full scope of equivalents to which suchclaims are entitled. The disclosures, of all articles and references,including patent applications and publications, are incorporated byreference for all purposes. The omission in the following claims of anyaspect of subject matter that is disclosed herein is not a disclaimer ofsuch subject matter, nor should it be regarded that the inventors didnot consider such subject matter to be part of the disclosed inventivesubject matter.

1. A mass transit vehicle, having at least four tires, mounted on atleast four wheels, at least two mounted on a front axle, and at leasttwo on a rear axle respectively, the mass transit vehicle comprising: aframe assembly adapted for supporting a body structure including atleast one passenger entranceway, wherein the frame assembly includes avariable sectional height; the body structure including a driver portiondisposed forward of a passenger portion wherein the at least onepassenger entranceway is located in the driver portion and the driverportion and the passenger portion includes a floor having one, two,three, or more panel portions disposed at an angle to for an incline,the passenger entranceway defined by a door frame with a lower portiondisposed at an angle of at least greater than about 5° and less thanabout 30° relative to a fore/aft axis of the mass transit vehicle andthe lower portion of the passenger entranceway disposed no greater than35.5 cm from a flat surface, when the wheels of the mass transit vehicleare disposed upon the flat surface; a drive motor connected to a drivetransmission, both at least partially supported by the frame assemblydisposed substantially near a rear end of the vehicle and disposed at adrive angle, for transmitting power to the rear axle via a drive shaftthat is substantially unitary; a suspension system connected to the bodystructure and the frame assembly; and a deployable ramp connectivelydisposed at the lower portion of the passenger entranceway adapted toprovide an access pathway from at least the flat surface upon which thewheels of the mass transit vehicle are disposed to the floor of thepassenger portion.
 2. The mass transit vehicle of claim 1, wherein thevariable sectional height of the frame assembly is disposed lower at theback of the driver portion or front of the passenger portion to clearthe deployable ramp.
 3. The mass transit vehicle of claim 1, wherein thedrive motor includes a hybrid system.
 4. The mass transit vehicle ofclaim 1, wherein the suspension system is adapted to raise and lower thebody structure, the drive motor and the drive transmission verticallyrelative to the flat surface upon which the wheels of the mass transitvehicle are disposed.
 5. The mass transit vehicle of claim 4, whereinthe suspension system moves vertically a distance relative to the flatsurface at least greater than about 7 cm and less than about 14 cm. 6.The mass transit vehicle of claim 1, wherein the drive shaft is aminimum distance of about 26 cm from the flat surface upon which thewheels of the mass transit vehicle are disposed thereto and at leastabout 1 cm below a bottom side of the floor.
 7. The mass transit vehicleof claim 1, wherein the deployable ramp in a deployed position having aramp angle no greater than about 14° relative to the flat surface uponwhich the wheels of the mass transit vehicle are disposed thereto. 8.The mass transit vehicle of claim 7, wherein the deployable ramp in thedeployed position is at least about 1.0 m to about 2.5 m in length. 9.The mass transit vehicle of claim 1, wherein the angle to form anincline of the passenger floor is individually less than out 4.7° fromthe flat surface in any of the one, two, three, or more panel portionsrespectively.
 10. The mass transit vehicle of claim 1, wherein the masstransit vehicle has a wheelbase of at least greater than about 355 cmand toss than about 1700 cm.
 11. A mass transit vehicle with a wheelbaseof at least greater than about 335 cm and less than about 1700 cm,having at least four tires mounted on at least four wheels, at least twomounted on a front axle and at leas two on a rear axle respectively, themass transit vehicle comprising: a frame assembly adapted for supportinga body structure including at least one passenger entranceway, whereinthe frame assembly includes a variable sectional height; the bodystructure including a driver portion disposed forward of a passengerportion wherein the at least one passenger entranceway is located in thedriver portion and the driver portion and passenger portion includes afloor having one, two, three or more panel portions disposed at angle toform an incline, the passenger entranceway defined by a door frame witha lower portion disposed at an angle of at least greater than about 5°and less than about 30° relative to a fore/aft axis of the mass transitvehicle and the lower portion of the passenger entranceway disposed nogreater than about 35.5 cm from a flat surface upon which the wheels ofthe mass transit vehicle are disposed; a drive motor connected to adrive transmission, both at least partially supported by the frameassembly disposed substantially near a rear end of the vehicle fortransmitting power the rear axle via a drive shaft; a suspension systemconnected to the body structure and the frame assembly, the suspensionsystem adapted to raise and lower the body structure, the drive motorand the drive transmission vertically a distance of at least about 7.0cm relative to the flat surface upon which the wheels of the masstransit vehicle are disposed; and a deployable ramp connectivelydisposed at the lower portion of the passenger entranceway adapted toprovide an access pathway from at least the flat surface upon which thewheels of the mass transit vehicle are disposed to the floor of thepassenger portion, wherein the deployable ramp in a deployed positionhaving a ramp angle no greater than about 14° relative to the flatsurface upon which the wheels of the mass transit vehicle are disposedthereto.
 12. A mass transit vehicle, having at least four tires, mountedon, at least four wheels, at least two mounted on a front axle, and atleast two on a rear axle respectively, the mass transit vehiclecomprising: a frame assembly adapted for supporting a body structureincluding at least one passenger entranceway, wherein the frame assemblyincludes a variable sectional height; the body structure including adriver portion disposed forward of a passenger portion wherein the atleast one passenger entranceway is located, in the driver portion andthe driver portion and the passenger portion includes a floor havingone, two, three, or more panel portions disposed at an angle to form anincline, the passenger entranceway defined by a door frame with a lowerportion disposed at an angle of at least greater than about 5° and lessthan about 30° relative to fore/aft axis of the mass transit vehicle andthe lower portion of the passenger entranceway disposed no greater than35.5 cm from a flat surface, when the wheels of the mass transit vehicleare disposed upon the flat surface; a drive motor connected to a drivetransmission, both at least partially supported by the frame assemblydisposed substantially near a rear end of the vehicle and disposed at adrive angle, for transmitting power to the rear axle via a drive shaftthat is substantially unitary; a suspension system connected to the bodystructure and the frame assembly wherein the suspension system isadapted to raise and lower the body structure, the drive motor and thedrive transmission vertically relative to the flat surface upon whichthe wheels of the mass transit vehicle are disposed; and a deployableramp connectively disposed at the lower portion of the passengerentranceway adapted to provide an access pathway from at least the flatsurface upon which the wheels of the mass transit vehicle are disposedto the floor of the passenger portion.